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TDI Power Enhancements Discussions about increasing the power of your TDI engine. i.e. chips, injectors, powerboxes, clutches, etc. Handling, suspensions, wheels, type discussion should be put into the "Upgrades (non TDI Engine related)" forum. Non TDI vehicle related postings will be moved or removed. Please note the Performance Disclaimer.

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Old August 25th, 2014, 03:07   #46
Yucca
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Originally Posted by Night^Walker View Post
Which is the best set up for VP37 pump. My car is with 12mm pump and DE143 camplate. The nozzles are .341 HFLOX and the best time I`ve got is 11,8sec with 185km/h and 1,65-60ft. The max power is 195kW on 4x4 wheels. With the N2O it is about 235kW.
The question is how to upgrade the pump to deliver more fuel. The car is running up to 5500rpm.
I think you have enough fuel for your setup. Do you have good ported head? Measure your AFR, if you are running rich you need better turbo.
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Old August 25th, 2014, 12:41   #47
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The head is ported and AFR measures are not running rich. This is the problem, while I am using the N2O the power is going down after 4700rpm due to not enough fuel. The case pressure is also adjusted, and we installed additional pump in the tank which deliver 2,5 bars pressure to the pump. We are trying to put to the limit this turbo and after that we will try GTX3076 if the fuel problem is resolved .
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Old August 25th, 2014, 13:09   #48
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What about removing the vane pump altogether? Although this will delete dynamic timing, you will not be limited by the small vane chambers which provide a fixed maximum of fuel.
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Old August 25th, 2014, 19:39   #49
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Are you at max advance and request in software?
If 12mm + DE143 isn't enough and you are willing to have idle problems from loss of dynamic timing control then you need to do an inline pump like Andy. He's running a P3000 with ~250cc output.

Even VP44 would be limited by rpm just like VP37. A modified 12mm P7100 would deliver up to 470cc @ higher rpm than either one. That's more than you need for 500hp. But then, you have no dynamic timing control.

If you still want it to be a street car and you want more than VP37 can give, commonrail is the way. Unfortunately, no one has this figured out yet for the VE!
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Last edited by loudspl; August 25th, 2014 at 20:00.
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Old August 25th, 2014, 20:47   #50
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Originally Posted by Night^Walker View Post
The head is ported and AFR measures are not running rich. This is the problem, while I am using the N2O the power is going down after 4700rpm due to not enough fuel. The case pressure is also adjusted, and we installed additional pump in the tank which deliver 2,5 bars pressure to the pump. We are trying to put to the limit this turbo and after that we will try GTX3076 if the fuel problem is resolved .
MikkoP did measure 392bhp (469bhp with NOS) with same de143 camplate and 12mm head. Add more air until AFR 18 and EMP<IMP

Last edited by Yucca; August 25th, 2014 at 23:03.
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Old August 26th, 2014, 00:55   #51
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EMP<IMP
= BIGGER turbo
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Old August 26th, 2014, 06:45   #52
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Quote:
Originally Posted by Yucca View Post
MikkoP did measure 392bhp (469bhp with NOS) with same de143 camplate and 12mm head. Add more air until AFR 18 and EMP<IMP
On what dyno are these 392bhp ???
And about AFR 18:1.......are you sure about the number 18, thats lean than most of the cars on the market today and will be absolutely smoke free )))
No way 1.9tdi with 8v head to run 392 even 300hp without smoke !!! ;-)
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Old August 26th, 2014, 08:31   #53
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Totally smoke free 300bhp is easy, AFR >18.

That 392bhp was measured when AFR was ~15.

Dyno gives right numbers. 2.0TDI CR 170 was measured 169bhp etc...
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Old August 26th, 2014, 11:08   #54
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Quote:
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Totally smoke free 300bhp is easy, AFR >18.
On 4cyl VP37 engine ??? No way, show me such car somewhere ?
Quote:
Originally Posted by Yucca View Post
Dyno gives right numbers. 2.0TDI CR 170 was measured 169bhp etc...
Ok but is that a secret what is that dyno ??? Dynojet, MAHA, SuperFlow, or what ???
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Old August 27th, 2014, 12:47   #55
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Quote:
Originally Posted by Yucca View Post
Totally smoke free 300bhp is easy, AFR >18.
That 392bhp was measured when AFR was ~15.
Dyno gives right numbers. 2.0TDI CR 170 was measured 169bhp etc...

Try taking your foot off the dyno's brake
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Old August 27th, 2014, 13:09   #56
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And that last one came from a guy in the UK....
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'03 VW Golf PD130 4Motion Highline - GTB2056VL, 4 bar map, FMIC - 191whp/320wft-lbs @ 4x4 Dynapack
'10 VW Passat 1.6TDI Highline - 2.5" DP (DPF/Cat delete), DP built and software by VVT - 145bhp/229ft-lbs
'83 VW Jetta 1.6TTD - Holset HE200WG-5cm + Custom Holset HX30W-12cm compound, 12mm Dieselmeken pump, Rosten rods, girdle, Ported AAZ head with custom valves, valve springs, Ti retainers, camshaft +++ WIP
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Old August 27th, 2014, 14:32   #57
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And that last one came from a guy in the UK....
Heh
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Old February 9th, 2019, 13:08   #58
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Originally Posted by loudspl View Post
Are you at max advance and request in software?
If 12mm + DE143 isn't enough and you are willing to have idle problems from loss of dynamic timing control then you need to do an inline pump like Andy. He's running a P3000 with ~250cc output.

Even VP44 would be limited by rpm just like VP37. A modified 12mm P7100 would deliver up to 470cc @ higher rpm than either one. That's more than you need for 500hp. But then, you have no dynamic timing control.

If you still want it to be a street car and you want more than VP37 can give, commonrail is the way. Unfortunately, no one has this figured out yet for the VE!
There are factory 12mm P7100 what can flow more than 600cc (with a little modifications) and it controls dynamic timing 10 degrees at full rack travel.

And you can make new pump sprocket what is controlling dynamic timing, there are lot of engines what uses it.

My friend owns common rail nozzles what fit to VE 1:1 even pressure pump is easily mountable, you have to use some aftermarket ECU. Sorry I don't remember on what car he get it but it was a France car. But I think there are lot of engines now (five years later) what parts can use.
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Old February 10th, 2019, 03:35   #59
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There are factory 12mm P7100 what can flow more than 600cc (with a little modifications) and it controls dynamic timing 10 degrees at full rack travel.

And you can make new pump sprocket what is controlling dynamic timing, there are lot of engines what uses it.

My friend owns common rail nozzles what fit to VE 1:1 even pressure pump is easily mountable, you have to use some aftermarket ECU. Sorry I don't remember on what car he get it but it was a France car. But I think there are lot of engines now (five years later) what parts can use.
Tell me more abaut inline pump that have software controlled dynamic timing? Or dynamic timing at all (without those pump sprocket)?

Sure there is VW Crafter 2.5TDI CR injectors that fit to ALH head PnP. But tell me where i can find big nozzles for those bodies?

I think situation is same as 5 years ago. I still think smokefree 300bhp ALH is quite easy to build. Now we have first rotary pump build over 400bhp but it uses compound turbo setup to do that...
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Old February 10th, 2019, 11:03   #60
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P-pump uses notched plungers to advance timing. At full rack travel notches will close suction ports earlier.
There are some small factories who can make you small batch off nozzles what ever you need. But much cheaper is extrude honing your nozzles.
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